NHTSA Defect Investigation #EA05005 EA05-005 is closed with Ford¿S actions in recalls 05V-017, 05V-388, and 06V-286, recalling approximately 6.7 million vehicles equipped with Texas instruments speed control deactivation switches (scds).the brake systems in these recalled vehicles generate a vacuum that can potentially cause the scds to fail and, in certain switch installation orientations, catch fire.Ford is also including the entire population of 1998 Explorers.Ford has informed ODI that testing to determine the cause of failures in the 1998 Explorers will continue after this investigation is closed.ODI believes that the vehicles exhibiting the factors causing scds failure described in this report correlate well with the observed failure rates on these vehicles by model and model year.the closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist in the non-recalled vehicles manufactured with scds that are not included in Ford¿S recalls.ODI will continue to monitor the non-recalled population for incidence of engine compartment fires.the Agency reserves the right to take further action if warranted by the circumstances.see attached closing report for details.
Electrical System**
Recall #08V025000
** This defect investigation is filed under 42 related vehicle components.
1997 FORD F-150 -- EA05-005 is closed with Ford's actions in recalls 05V-017, 05V-388, and 06V-286, recalling approximately 6.7 million vehicles equipped with Texas instruments speed control deactivation switches (scds). The brake systems in these recalled vehicles generate a vacuum that can potentially cause the scds to fail and, in certain switch installation orientations, catch fire. Ford is also including the entire population of 1998 Explorers. Ford has informed ODI that testing to determine the cause of failures in the 1998 Explorers will continue after this investigation is closed. ODI believes that the vehicles exhibiting the factors causing scds failure described in this report correlate well with the observed failure rates on these vehicles by model and model year. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist in the non-recalled vehicles manufactured with scds that are not included in Ford's recalls. ODI will continue to monitor the non-recalled population for incidence of engine compartment fires. The Agency reserves the right to take further action if warranted by the circumstances.
See attached closing report for details.
Investigation was initiated on March 22 2005. Closed on August 02 2006. For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA05005 »
NHTSA Defect Investigation #DP05005 On September 6, 2005, ODI received a petition requesting that the Agency investigate allegations of engine spark plug ejection in certain model year 1997 through 2004 Ford vehicles with Triton V-8 and V-10 engines.ODI received a total of 474 non-duplicative complaints on the subject vehicles where the complainant, or the dealer repairing the vehicle, reported that a spark plug detached from the cylinder and/or ejected from the engine.as of December 8, 2005, ODI is not aware of any allegations where the alleged defect resulted in a loss of vehicle control, a crash, an injury, or a fatality in any of the 10,319,810 subject vehicles.in addition, ODI is aware of only two incidents where the vehicle stalled without restart.information contained in the ODI consumer complaints and obtained from 72 telephone interviews with complainants showed the following:(1) 99% of the complaints were on MY 1997 to 2002 subject vehicles.(2) most the complainants reported hearing a loud pop while driving or upon starting up the vehicle followed by a loud, repetitive clicking or popping sound.(3) many of the complainants reported that the popping sound was accompanied by some loss of vehicle power; however, in 99% of the incidents reported, the vehicle did not stall.in the very few incidents where the vehicle did stall, most vehicles could be restarted.(4) only a small percentage of the complainants cited that they smelled gas or a slight burning smell when the incident occurred.(5) in all but a very few incidents, vehicle damage was limited to the engine.in one incident, the complaint reported that the fuel rail was damaged and replaced after one of the spark plugs ejected from the engine; however, the complainant reported that the damage did not result in any type of fuel leak or fire.in another incident, the only incident where a fire was alleged, the complainant reported that no fluid leak was observed, but that a fire resulted after the spark plug had ejected from the engine and he had restarted the vehicle and driven to another location.none of the complainants reported any damage to the vehicle hood.(6) only two complainants reported that they observed what appeared to be some drops of fuel coming from the cylinder where the spark plug had failed or on the spark plug itself; however, each of these complainants reported that there was no smoke or flames as a result of his incident.as the petitioner noted, and ODI¿S analysis showed, it is possible for a spark plug to detach from the engine cylinder threads in the subject vehicles.however, ODI¿S analysis of 474 complaints describing such incidents found only a very few alleged any safety-related consequences.none of these showed any evidence of a serious safety consequence.given the large population and relatively long exposure time of the subject vehicles, the complaint analysis indicates that the risk to motor vehicle safety from the alleged defect is very low.in view of the foregoing, it is unlikely that NHTSA would issue an order for the notification and remedy of the alleged defect at the conclusion of the investigation requested in the petition.therefore, in view of the need to allocate and prioritize NHTSA¿S limited resources to best accomplish the Agency¿S safety mission, the petition is denied.
Engine And Engine Cooling**
no recall issued
** This defect investigation is filed under 3 related vehicle components.
1997 FORD F150 -- On September 6, 2005, ODI received a petition requesting that the Agency investigate allegations of engine spark plug ejection in certain model year 1997 through 2004 Ford vehicles with Triton V-8 and V-10 engines. ODI received a total of 474 non-duplicative complaints on the subject vehicles where the complainant, or the dealer repairing the vehicle, reported that a spark plug detached from the cylinder and/or ejected from the engine. As of December 8, 2005, ODI is not aware of any allegations where the alleged defect resulted in a loss of vehicle control, a crash, an injury, or a fatality in any of the 10,319,810 subject vehicles. In addition, ODI is aware of only two incidents where the vehicle stalled without restart.
Information contained in the ODI consumer complaints and obtained from 72 telephone interviews with complainants showed the following:
(1) 99% of the complaints were on MY 1997 to 2002 subject vehicles.
(2) most the complainants reported hearing a loud pop while driving or upon starting up the vehicle followed by a loud, repetitive clicking or popping sound.
(3) many of the complainants reported that the popping sound was accompanied by some loss of vehicle power; however, in 99% of the incidents reported, the vehicle did not stall. In the very few incidents where the vehicle did stall, most vehicles could be restarted.
(4) only a small percentage of the complainants cited that they smelled gas or a slight burning smell when the incident occurred.
(5) in all but a very few incidents, vehicle damage was limited to the engine. In one incident, the complaint reported that the fuel rail was damaged and replaced after one of the spark plugs ejected from the engine; however, the complainant reported that the damage did not result in any type of fuel leak or fire. In another incident, the only incident where a fire was alleged, the complainant reported that no fluid leak was observed, but that a fire resulted after the spark plug had ejected from the engine and he had restarted the vehicle and driven to another location. None of the complainants reported any damage to the vehicle hood.
(6) only two complainants reported that they observed what appeared to be some drops of fuel coming from the cylinder where the spark plug had failed or on the spark plug itself; however, each of these complainants reported that there was no smoke or flames as a result of his incident.
As the petitioner noted, and ODI's analysis showed, it is possible for a spark plug to detach from the engine cylinder threads in the subject vehicles. However, ODI's analysis of 474 complaints describing such incidents found only a very few alleged any safety-related consequences. None of these showed any evidence of a serious safety consequence. Given the large population and relatively long exposure time of the subject vehicles, the complaint analysis indicates that the risk to motor vehicle safety from the alleged defect is very low.
In view of the foregoing, it is unlikely that NHTSA would issue an order for the notification and remedy of the alleged defect at the conclusion of the investigation requested in the petition. Therefore, in view of the need to allocate and prioritize NHTSA's limited resources to best accomplish the Agency's safety mission, the petition is denied.
Investigation was initiated on September 22 2005. Closed on January 04 2006. For detailed information & supporting documents, see the official NHTSA page concerning investigation #DP05005 »
NHTSA Defect Investigation #PE97019 Alleged, vehicle rollaway may occur after the automatic transmission gear selector is placed in the park position.
Power Train**
Recall #97V147000
** This defect investigation is filed under 2 related vehicle components.
1997 FORD F150 -- Alleged, vehicle rollaway may occur after the automatic transmission gear selector is placed in the park position.
Investigation was initiated on May 06 1997. Closed on September 16 1997. For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE97019 »
NHTSA Defect Investigation #RQ98005 The automatic control cable end fitting separated from the cable housing at the transmission end, rendering the shift selector inoperative.the automatic shift selector may indicate a particular gear position, or park, by the transmission remains in the position, or gear, at the time of the separation.
Power Train:Automatic Transmission
Recall #97V147000
1997 FORD F150 -- The automatic control cable end fitting separated from the cable housing at the transmission end, rendering the shift selector inoperative. The automatic shift selector may indicate a particular gear position, or park, by the transmission remains in the position, or gear, at the time of the separation. Investigation was initiated on March 13 1998. Closed on August 27 1998. For detailed information & supporting documents, see the official NHTSA page concerning investigation #RQ98005 »
NHTSA Defect Investigation #EA96020 Complaints alleged that the vehicle was delivered with a loose or unattached seatbelt.the alleged causes for these conditions include a missing bolt, missing nut, bolt hole not threaded, weld nut missing, or bolt not completely tightened into its mounting hole.
Seat Belts:Front:Anchorage
Recall #96V256000
1997 FORD F150 -- Complaints alleged that the vehicle was delivered with a loose or unattached seatbelt. The alleged causes for these conditions include a missing bolt, missing nut, bolt hole not threaded, weld nut missing, or bolt not completely tightened into its mounting hole. Investigation was initiated on August 30 1996. Closed on December 24 1996. For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA96020 »
NHTSA Defect Investigation #PE96030 Complaint alleges that the vehicle wasdelivered with the seat belt anchorage not bolted to the floorpan.
Seat Belts:Front:Anchorage
Recall #96V256000
1997 FORD F150 -- Complaint alleges that the vehicle was delivered with the seat belt anchorage not bolted to the floorpan. Investigation was initiated on April 18 1996. Closed on August 30 1996. For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE96030 »
NHTSA Defect Investigation #EA02001 See attached summary for technical details
Steering
Recall #03V196000
1997 FORD F150 -- See attached summary for technical details Investigation was initiated on February 06 2002. Closed on May 29 2003. For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA02001 »
NHTSA Defect Investigation #PE01033 Alleged that a loss of mechanical connection between the steering column intermediate shaft and the steering gear input shaft results in complete loss of steering control
Steering
no recall issued
1997 FORD F150 -- Alleged that a loss of mechanical connection between the steering column intermediate shaft and the steering gear input shaft results in complete loss of steering control Investigation was initiated on September 17 2001. Closed on February 06 2002. For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE01033 »
NHTSA Defect Investigation #PE98024 Alleged tie rod end separates from the adjustment sleeve compropision steering control
Steering
no recall issued
1997 FORD F150 -- Alleged tie rod end separates from the adjustment sleeve compropision steering control Investigation was initiated on April 21 1998. Closed on July 21 1998. For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE98024 »
NHTSA Defect Investigation #PE98009 Alleged that the independent front suspension torsion bar may fail, creating a potential for compromise to vehicle controllability.
Suspension
no recall issued
1997 FORD F150 -- Alleged that the independent front suspension torsion bar may fail, creating a potential for compromise to vehicle controllability. Investigation was initiated on February 13 1998. Closed on June 30 1998. For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE98009 »
NHTSA Defect Investigation #RQ98022 The rear suspension springs may break and splay inward, damaging the fuel tank
Suspension:Rear:Springs:Leaf Spring Assembly
possible recall
1997 FORD F150 -- The rear suspension springs may break and splay inward, damaging the fuel tank Investigation was initiated on November 13 1998. For detailed information & supporting documents, see the official NHTSA page concerning investigation #RQ98022 »
NHTSA Defect Investigation #RQ98003 Ice forms int he throttle body impeding the return of the throttle plate
Vehicle Speed Control
Recall #96V251000
1997 FORD F150 -- Ice forms int he throttle body impeding the return of the throttle plate Investigation was initiated on March 06 1998. Closed on May 22 2000. For detailed information & supporting documents, see the official NHTSA page concerning investigation #RQ98003 »
NHTSA Defect Investigation #EA98018 Alleged that the floor mat on driver's side may become mispositioned and interfere with proper operation of the throttle pedal, potentially resulting in a compromise to vehicle control
Vehicle Speed Control:Linkages
no recall issued
1997 FORD F150 -- Alleged that the floor mat on driver's side may become mispositioned and interfere with proper operation of the throttle pedal, potentially resulting in a compromise to vehicle control Investigation was initiated on August 31 1998. Closed on September 30 1999. For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA98018 »
NHTSA Defect Investigation #PE98021 Alleged that the floor mat on driver's side may become mispositioned and interfere with proper operation of the throttle pedal potentially resulting in a compromise to vehicle control
Vehicle Speed Control:Linkages
no recall issued
1997 FORD F150 -- Alleged that the floor mat on driver's side may become mispositioned and interfere with proper operation of the throttle pedal potentially resulting in a compromise to vehicle control Investigation was initiated on April 01 1998. Closed on August 31 1998. For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE98021 »
NHTSA Defect Investigation #EA97027 Alleged wheel may separate from the vehicle due to loss of torque on the lug nuts, and wheel lugs may fracture
Wheels
Recall #98V095000
1997 FORD F150 -- Alleged wheel may separate from the vehicle due to loss of torque on the lug nuts, and wheel lugs may fracture Investigation was initiated on December 24 1997. Closed on May 29 1998. For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA97027 »
NHTSA Defect Investigation #PE97033 Wheel may separate from the vehicle due to torque loss on lug nuts, and/or wheel lugs may fracture
Wheels
no recall issued
1997 FORD F150 -- Wheel may separate from the vehicle due to torque loss on lug nuts, and/or wheel lugs may fracture Investigation was initiated on July 14 1997. Closed on December 24 1997. For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE97033 »